Review of the new Jaguar XK Coupe

The XK was the car that Jaguar enthusiasts had been waiting for, a charismatic successor to the XK8 sportscar. Whether you order it as a coupe or a convertible, it has a sense of occasion (and a wonderful soundtrack) missing from its German rivals Mercedes' SL and BMW's 6 Series. The lightweight body makes it feel more agile - and quicker - too.

Perhaps rules is too strong a word. Custom is possibly better, and custom tends to dictate that each successive model on a given theme is bigger and heavier than the one that precedes it. Not this one. This XK may be a mere 1.5cm longer than the old XK8, but thanks to that advanced aluminium construction, its weight has plummeted to 1595kg for the entry-level car. That's a huge 90 kilos lighter than the XK8, a car which weighed about as much as a Maserati Coupe and it's still less than BMW's 630i, a car that boasts the lightest six-cylinder engine in production. The XK's svelte lines aren't just an automotive trompe l'oeil. This car possesses an athleticism the old car can't match.

The most recent exterior changes for the XK include a slightly revised front end, restyled LED rear lights and a smarter lower rear body valance. Inside the cabin, there's the clever JaguarDrive Selector first seen on the XF saloon. Otherwise, the XK's design remains the same assured piece of work. That oval front grille and the way the rear cabin tapers in over the haunches is classic E-Type. Even the front badge is a nod to this illustrious sports coupe. The car looks sinewy and muscular, the sheet metal stretched over something seriously purposeful.

"If you subscribe to the maxim 'if it looks right, it is right" you won't even wait for a test drive in Jaguar's XK"

There's also a welcome injection of practicality to the XK. Whereas the XK8 was astonishing in having such a huge 'footprint' but such a tiny passenger compartment, the XK is a more spacious car altogether. The high hipline remains, but Jaguar have worked at making the interior feel a good deal airier, with a low scuttle and clever use of colour combinations. The wheelbase has increased by 162mm, and rear occupants will notice the difference immediately. Up front, there's way more room around the pedal box and beneath the steering wheel. Gone is the rather mean boot of the XK8 - unforgivable in a car with Grand Touring pretensions - and in its place is a more versatile hatchback arrangement.

Jaguar designed the XK with a convertible model in mind, knowing that this is where the lion's share of sales will come from. There are also rumours of a diesel-engined variant, but much more important is the availability of a 510bhp supercharged XKR model for around £12,000 more than the standard Coupe's asking price. The standard car gets a 385bhp 5.0-litre V8 (up from 4.2-litres). Due to the XK's weight loss plan, this car will jet to 60mph in 5.2 seconds.

The interior is rather restrained in the best Jaguar traditions. The old 'Spitfire wing' plank of wood that ran across the dashboard has been ditched, with a driver focused binnacle, a broad centre console and a rethink in the use of materials. The latest models feature revised door switch packs, column stalks and a choice of wood of aluminium trim inserts. In my opinion, the XK looks better with a little less lumber in the cabin. This is a modern car and it doesn't need to feel clubby and quaint.

The Jaguar Smart Key system utilises a push button keyless entry/starting system. High technology features offered on the XK include adaptive bi-xenon lights, switchable TRAC stability control and traction control, Protec dynamic headrests, adaptive cruise control and the option of a tyre pressure monitoring system and run-flat tyres. The brakes have been upgraded with larger, ventilated discs with four-channel ABS. Unlike most digital ABS systems, Jaguar use analogue valves in the hydraulic control unit that subtly vary the brake pressure at each wheel allowing drivers to benefit from better steering response during particularly heavy braking.

In absolute terms, the Jaguar XK is an expensive car to run, but compared to its key rivals it soon emerges as something of a bargain. The list price of the car is competitive and this is bolstered by very good residual figures. Buy a BMW 650i Sport coupe and you'll retain 4 per cent of its new value three years down the road. The Jaguar trounces that with a 55 per cent residual value, one reason why its 139.4p per mile running costs are so good for its class. Fuel economy is acceptable if you're not too oafish with the throttle pedal, Jaguar claiming a rather optimistic 25mpg average. We averaged just over 21mpg during our time with the car which isn't too bad although that did include one track session that saw economy dip into single figures.

Insurance is Group 19 for the coupe and Group 20 for the Convertible. Where the XK scores poorly is in terms of servicing costs over three years, Jaguar menu pricing being even higher than BMW or Mercedes. Offset this with a reliability record that is even better than the German marques and you have a car that competes very well in terms of price and ongoing running costs.

Lighter, better looking, more focused and with intelligent and restrained use of technology - take note, BMW and Mercedes - the Jaguar XK has the fundamentals right, hence the waiting lists. If those are still in place in a year or so's time, it'll be judged a success.